Electrical control device



Sept. 25, 1951 Filed 00t.527,

J. H. BOOTH' ELECTRICAL. CONTROL DEVICE 2 Sheets-Sheet l ([MES H. Boar/4Sept. 25, 1951 J. H. BOOTH ELECTRICAL CONTROL DEVICE 2 Sheets-Sheet 2Filed 001;. 27, 1945 Iii/M IZTZVEITZ 4:? JZMss H. Boom Patented Sept.25, 1951 ELECTRICAL CONTROL DEVICE James H. Booth, Detroit, Mich,assignor to Thompson Products, Inc., Cleveland, Ohio, a

corporation of Ohio Application October 27, 1945, Serial No. 625,091

2 Claims.

This invention relates to control devices for automatically regulatingenergization of electrical circuits.

Specifically, the invention deals with an electrical control unit forsolenoid-operated injector valves to supply fuel to internal combustionengines.

The control device of this invention is especially useful in connectionwith fuel injectors of the type disclosed in my copending applicationSerial No. 588,630, filed April 16, 1945, now abandoned.

In accordance with this invention, fuel injector valves are mounted onan internal combustion engine such as an automobile engine to supplyfuel to each cylinder of the engine. Each of these valves has solenoidsfor opening the valve and for holding the valve closed. These solenoidsare electrically energized in the desired timed relation and for thedesired length of time by means of cam shaft-controlled tappet-actuatedswitches. The tappets and switches are conveniently mounted on atiltable carriage which is supported on the engine. Manual tilting ofthe carriage will vary the spacial relationship between the tappets andthe cam shafts for regulating the amount of dwell of the tappets on thecams of the cam shaft. The dwell of the tappets on the cams determinesthe time increments of actuation of the switches so that engine speed isincreased when the dwell is increased, and vice versa. One cam on thecam shaft preferably actuates a pair of tappets, with one tappet of thepair controlling a switch for the injector closing solenoid and theother tappet of the pair controlling the switch for the injector openingsolenoid.

The switch for the injector closing solenoid is normally biased toclosed position so that the closing solenoid is energized for holdingthe injector in closed position until the tappet opens the switch. Theother switch is normally biased to open position so that the injectoropening solenoid will only be energized when the tappet closes thisswitch.

Because de-energization of the injector closing solenoid should occurabout the time the injector opening solenoid is energized, one cam canoperate a pair of tappets which control the respective switches for theopening and closing solenoids of each injector. Since the time ofenergization of the injector opening solenoid may vary through awiderange for producing a wide range of engine operating speeds, and sincethe injector opening solenoid is energized when its control switch isclosed by the tappets, this switch is equipped with a yieldable contactpoint adapted to move with the tappet actuated contact point afterinitial contact has been established. This arrangement permits closingof the switch by the tappet and continued closing movement of the tappetwhenever the amount of dwell of the tappet on the cam is increased:beyond that amount just sufiicient to move the tappet for closing theswitch.

It is, then, an object of this invention to pro-' vide an electricalcontrol unit for solenoid actuated valves.

A further object of the invention is to provide a cam actuatedelectrical control unit for solenoid-operated valves such as injectorvalves, which unit can be easily shifted to vary its spacialrelationship with the actuating cams therefor to automatically bringabout a change in the timing of operation of the valves.

A further object of this invention is to provide an injector controlforengines which is actuated by a cam shaft and manually moved relative tothe cam shaft by an accelerator to thereby control the speed ofoperation of the engine.

A still further object of the invention is to pro- 1 vide a simplifiedelectric control unit for solenoid operated injector valves thatregulates fuel feed to internal combustion engines.

A specific object of the invention is to provide an injector controldevice for internal combustion engines that is actuated by the cam shaftof the engine and includes cam controlled injector opening and closingswitches for each injector.

Other and further objects of the invention will be apparent to thoseskilled in the art from the following specific description of theannexed sheets of drawings which, by way of a preferred example only,illustrate one embodiment of the invention.

On the drawings:

Figure 1 is a side elevational view, with parts broken away to showunderlying parts, and with parts somewhat diagrammatically illustrated,of an internal combustion engine equipped with a fuel injector controlunit of this invention.

Figure 2 is a fragmentary vertical longitudinal cross-sectional view,with parts in elevation, of the control device of this invention.

Figure 3 is a transverse vertical cross-sectional view, with parts inelevation, of the control device taken along the line III-III of Figure2.

Figure 4 is a transverse vertical cross-sectional view of the controldevice taken along the line IV-IV of Figure 2. v

Figure 5 is a fragmentary vertical cross-sectional view of a fuelinjector taken along the line VV of Figure 1.

As shown on the drawings:

In Figure 1 a four-cylinder engine E has a conventional block or enginebody ID with a cam shaft II therein carrying cams I2, I3, I4 and I5. Thecam shaft II can be driven by the engine E and located in the sameposition as the conventional valve-actuating cam shaft of an internalcombustion engine.

Spark plugs I6 are mounted on the engine body E above each cylinder (notshown) therein. Instead of supplying a mixture of fuel and air from acarburetor through intake valves to the engine E, in accordance withthis invention the cylinders of the engine are each supplied with fuelfrom a separate injector valve I1 mounted on the engine body. Eachinjector valve I1 has a valveclosing solenoid I8 and a valve-openingsolenoid I9. These solenoids I8 and I9 are selectively energized toshift a valve 20 having a stem 20a slidably mounted through thesolenoids. As shown in Figure 5, the valve 20 has a head 2% on the endof the stern 20a thereof arranged to open and close ports P in thebottom of the unit I1. As illustrated, the bottom of the unit is adaptedto be threaded into the engine body I and fuel is supplied theretothrough a passageway I1a thereof which supplies the ports P. The fuel isunder pressure and, whenever the valve head 2% is spaced from the portsP, fuel will be injected into the cylinder of the engine. On the otherhand, when the valve 20 closes the ports P, fuel flow to the engineceases. The speed of operation of the engine and the power delivered bythe engine are controlled by the length of time that the ports P remainopen. Of course, as in internal combustion engines, the valves I1supplying fuel to the respective cylinders of the engine must besequentially operated in the proper timed relationship.

In accordance with this invention, the sequential operation of thevalves I1, and the length of time which these valves remain open, arecontrolled by a unit 21. The unit 2I includes a carriage or body member22' which is rockably supported on pins or a shaft IIIa' carried inbrackets IOb provided for the purpose on a ledge IDc of the engine bodyIII. The carriage 22 has a depending flange 22a along the front edgethereof carrying an integral apertured block 222) which projects throughan elongated slot Illb in the ledge I00. The slot IIld is directly abovethe cam shaft II. The apertures in the block 22b are so positioned thata pair of apertures will be directly above and in aligned relation witheach of the cams I2 to I on the cam shaft. Each aperture slidablysupports a tappet and thus an injector valve closing tappet 23 and aninjector valve opening tappet 24 are mounted" above and in alignedrelation with each cam on the cam shaft. Springs 25 bias the tappets 23and 24- toward the cam shaft and adjustable collars 26 are threaded onthe top ends of the tappets to abut the top face of the block 22b forlimiting downward movement of the tappets. The tappets are thusadjustable in the bores or apertures of the block 221) relative to thecams acting on the tappets. Grooves 220 are provided in the bores orapertures of the block 22?) to supply lubricant from the crank case of'the engine for reducing friction between the reciprocating tappets andthe block.

Each tappet 23 actuates an injector valve closing switch 21, and whenthe tappets engagethis 4 switch, the switch is opened to de-energize theinjector valve closing solenoid.

Each tappet 24 actuates a switch 28 controlling energization of aninjector valve opening solenoid. The tappets 24 engage the switches 28to close a circuit for energizing the injector valve opening solenoids.

As shown best in Figure 3, each switch 21 includes a rocker arm 29composed of plastic or other insulation material, pivoted on a pin 30carried by ears 22d on the carriage 22. The rocker arm 29 supports acontact stud 3I which cooperates with a contact button 32 on thecarriage 22. The stud is adjustable in the rocker arm 29 by means ofscrew threads or the like so that it can depend for a desired lengthbeneath the rocker arm. A compression spring 33 between the rocker arm28 and carriage 22 urges the rocker arm so that the contact stud 3| willbe in engagement with the contact button 32.

A connection post 34 is affixed to the contact stud 3I and a wire 35connects this post to an injector valve closing solenoid I8.

The rocker arm 29 overhangs the tappet 23 and adjustably carries a stud36 adapted to be engaged by the upper end of the tappet 23 whenever thetappet is raised by its actuating cam. The tappet will thereupon tiltthe rocker arm 29 to separate the contact stud 3I from the contactbutton 32 and break a circuit from a battery B and wire 35a through thesolenoid I8 and wire 35 to the ground afforded by the engine casing I0.

Thus, each switch '21 is urged to circuit closin position by the spring33 for energizing the solenoid I8 of one of the injectors I1 and isopened by its operating tappet 23 to break the circuit and de-energizethis solenoid. As explained, a separate switch 21 is provided for thesolenoid I8 of each injector. from a battery B until a tappet 23controlling the switch 21 for that solenoid I8 opens the switch to breakthe circuit to the ground.

Each switch 28 includes a rocker arm 31 pivoted on the same shaft or pin30 as the rocker arms 29 for the switches 21. The carriage 22 has aplurality of ears 22d thereon supporting the shaft or pin 30. The rockerarm 31 has a contact button 38 on its top face forwardly of the shaft orpin 3!] and projects over its actuating tappet 24. The end of the armover the tappet 24 adjustably carries a. contact stud 39 which can beregulated to project a desired distance beneath the arm for varying thespacial relationship between the end of the stud and the top of thetappet. A bracket 40 is mounted on the carriage 22 and overhangs therear end of the rocker arm 31. An adjustable stop stud 4I is carried bythe bracket 40 to contact the top of the rear end portion of the rockerarm 31. A spring 42 urges the rocker arm against the stud M. The spring42 is compressed between the carriage 22 and the rear end of the rockerarm.

A yieldable contactor member 43, composed of plastic or other insulationmaterial, has legs 43a depending from the sides thereof and pivoted onthe pin or shaft 36 in straddling relation to the rocker arm 31. Theyieldable contactor 43 has a contact button 44 depending from the frontend thereof above the contact button 38 of the rocker arm 31. A bindingpost or bracket 45 is connected to the contact button 44 and overliesthe top of the contactor 43. A wire 46 connects the binding post 45 withthe lower or valve closing solenoid I9 of the injector actuated by theswitch 28.

The solenoid will be energized A second bracket 47 is mounted on thecarriage 22 and overlies the rear end of the yieldable contactor 43. Anadjustable stop 48 is carried by the bracket 47 to abut the top face ofthe contactor arm. A spring 49 is compressed between the carriage 22 andthe underface of the contactor 43 at the rear end thereof to urge thecontactor against the stop 48.

In operation, the tappet 24 engages the stud 39 to rock the arm 37 andthereby place the contact buttons 38 and 44 in electrical contactingrelation. Current will thereupon flow from the battery B through a wire46a to the lower or valve opening solenoid l9 and thence through thewire 46 to ground through the contactor buttons 44 and 38 and enginecasing. The solenoid I9 is thereby energized. However, since the tappet24 may have a prolonged dwell on its actuating cam and may rock the arm37 to move the button 38 thereof upwardly beyond initial contactposition with the button 44, the contactor 43 is made so that it willyield to permit this further movement. Thus the contactor 43 will berocked on the pin or shaft 30 to compress the spring 49 and notinterfere with the further upward movement.

Therefore, the switch 28 is normally biased to open position by thespring 42 and, when actuated by the tappet 24, it will close upon aninitial predetermined movement of the tappet against its stud 39 butwill not interfere with additional movement by the stud since thecontactor 43 thereof is yieldable. When the tappet 24 recedes from theswitch, the stop 48 will hold the yieldable contactor 43 at a fixedlevel to permit the contactor button 38 to move away from the button 44.

As indicated above, the closing solenoid for each injector I7 ienergized until its switch 21 is opened by a tappet 23. Conversely, thevalve opening solenoid 19 of each injector I1 is deenergized until itsswitch 28 is closed by a tappet 24. One cam acts on a pair of tappetsrespectively controlling the adjacent switches 21 and 28 and the closingsolenoid for the injector is deenergized simultaneously with theenergization of the opening solenoid. Of course, adjustments in thepositions of the switch studs engaged by the tappets will regulate theexact timing of energization and deenergization of the opening andclosing solenoids for each injector.

In order to vary the speed and power output of the engine E, the amountof dwell of the tappets on their operating cams is varied by rocking thecarriage 22 on which the switches are mounted. This rocking isaccomplished by mechanism controlled, for example, from the acceleratorpedal of an automotive vehicle. This mechanism includes a link pivotedon the carriage 22 and carried by a cam plate or rocker member 52pivoted to the engine casing l0 and rocked by a link rod 53 extending tothe control station (not shown) for the engine. Thus, when anaccelerator or other operating mechanism is depressed to pull the link53, the cam plate 52 will be rocked to raise the link 5 I. This willtilt the carriage 22 to lower the tappet carrying block portion 2%thereof toward the cam shaft and thereupon cause an increased amount ofdwell of the tappets on the cams. The injector opening solenoids willthereupon be energized for increased periods and additional fuel will befed to the engine for speeding up the engine.

From the above descriptions it will be understood that this inventionprovides an electrical control device actuated by cams for automaticallyregulating the energization of electrical parts. The device is manuallycontrolled to vary the time of energization of the parts for maintainingdesired conditions.

It will, of course, be understood that various details of constructionmay be varied through a wide range without departing from the principlesof this invention and it is, therefore, not the purpose to limit thepatent granted hereon otherwise than necessitated by the scope of theappended claims.

I claim as my invention:

1. A device for use to actuate a fuel valve of an engine which comprisesa tiltably mounted carriage, a pair of cam-actuated tappets slidablymounted on said carriage, a switch biased to closed position on saidcarriage, tappet contact means on said switch arranged to be engaged byone of the tappets for opening the switch, a second switch on saidcarriage biased to open position and having a cam-actuated tappetcontact means for closing the switch, a yieldable contactor on saidsecond switch accommodatingmovement of the switch by its actuatingtappet even after the switch is closed, and means for tilting thecarriage to vary the amount of dwell of the tappets.

2. A device for use to actuate a fuel valve of an engine which comprisesa tiltably mounted carriage, a first switch biased to closed position onsaid carriage, a second switch on said carriage biased to open position,a pair of cam actuated tappet means slidably mounted on said carriageand arranged to engage the same cam for opening said first switch andclosing said second switch, and means for tilting the carriage to varythe amount of dwell of the tappet means on the cam.

JAMES H. BOOTH.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,046,491 Randolph Dec. 10, 19121,471,861 Perrault Oct. 23, 1923 1,567,327 Mathes Dec. 29, 19251,627,727 Charter May 10, 1927 1,645,720 Pfanstiehl Oct. 18, 19271,767,636 Wilhjelm June 24, 1930 2,075,877 7 Walker Apr. 6, 1937

